TRANSIT SERVICE GUIDELINES - 2018 June 2018 - TransLink
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2018 TRANSIT SERVICE GUIDELINES June 2018 translink.ca
TABLE OF CONTENTS 1 INTRODUCTION 2 3 REFERENCE INFORMATION 48 1.1 What are the Transit Service Guidelines? 3 3.1 Vehicle Capacity Reference Table 49 1.2 Using the Transit Service Guidelines 5 3.2 Service Productivity Reference Tables 50 1.3 Understanding Service Types 7 2 TRANSIT SERVICE GUIDELINES 10 APPENDIX 54 2.1 Overview 11 A Glossary 55 2.2 Layout and Organization 12 B References 59 I D Demand-oriented Service 14 C Acknowledgements 60 D.1 Transit-supportive Land Use and Demand 16 U Useful Service 20 U.1 Passenger Load 21 U.2 Stop Spacing 24 U.3 Service Frequency 26 U.4 Span of Service 28 U.5 Punctuality and Regularity 30 U.6 Route Design 34 PE Productive and Efficient Service 38 PE.1 Boardings per Revenue Hour 40 PE.2 Capacity Utilization 42 PE.3 Passenger Turnover 44 PE.4 Cost per Boarded Passenger 46
2 TransLink Transit Service Guidelines
1
Introduction
1. Introduction
1.1 What are the Transit Service Guidelines?
1.2 Using the Transit Service Guidelines
1.3 Understanding Service Types
TransLink is the transportation authority for the
Vancouver metropolitan area. It has responsibility
for planning, managing, and delivering an integrated
regional transit network—including rapid transit,
commuter rail, and bus services—to provide access
and mobility for people across the region.
In consultation with stakeholders and customers,
TransLink determines where demand is greatest,
what types of service are most appropriate,
and how resources are prioritized.
The Transit Service Guidelines provide a framework
for achieving these objectives and delivering a transit
network useful to the greatest number of people.
3 TransLink Transit Service Guidelines
1.1 What are the Transit Service Guidelines?
The Transit Service Guidelines bring clarity and consistency to the
process of adjusting and improving transit services to meet changing HOW ARE THE
customer needs. They are founded on the principles of being: GUIDELINES USED?
»» Accountable. Has clear expectations for performance, The guidelines are used to:
demand, service quality, and customer expectations. »» determine where service
should be provided
»» Balanced. Considers customers first, along with
»» design service characteristics
the needs of local communities, while ensuring the
»» determine appropriate
efficient and appropriate use of resources. service levels
»» C
ollaborative. Builds upon partnerships with the public, local »» measure and establish minimum
government partners, and stakeholders to identify and address levels of service performance
issues and opportunities proactively and collaboratively.
The Transit Service Guidelines are designed to provide flexibility
in response to customer needs and community expectations
in an accountable, equitable, and efficient manner. They also
communicate expectations for service delivery to partner agencies
and local governments, as well as to TransLink’s customers and
the public. The guidelines typically define minimum thresholds,
which are often exceeded when applied to actual service.
The guidelines apply to conventional transit services, which include
bus, ferry (SeaBus), and rail (SkyTrain, Canada Line, and West
Coast Express). Other services, such as Access Transit services,
are not included. Key components of transit service—e.g., safety,
accessibility, facility design, and fleet design—are covered in separate
standards and guidelines documents developed by TransLink.
4 TransLink Transit Service Guidelines
TransLink’s ability to provide services consistent with the Transit
Service Guidelines is influenced by available resources (in
particular, available funding for transit operations), and by the REGIONAL
TRANSPORTATION
investment priorities set out in the Regional Transportation Strategy STRATEGY
Strategic Framework
July 2013
and 10-year investment plans. If resources become constrained,
TransLink will meet these guidelines as closely as possible
and will work to achieve consistency as resources permit.
The guidelines can also help local governments make decisions
about land use, which has a significant impact on the success
of transit services. These and other guidelines, such as the
For the purposes of the South Coast British Columbia Transportation Authority Act, this document
translink.ca/rts constitutes the long term strategy for the regional transportation system, prepared in 2013.
Transit-Oriented Communities Design Guidelines, can assist local
REFERENCE: REGIONAL
government partners to develop land use plans that support
TRANSPORTATION STRATEGY
the type of transit they envision for their communities.
The Regional Transportation
Strategy (RTS) sets the vision,
goals, principles, strategies,
and key initiatives to help guide
transportation decisions in the
Vancouver metropolitan area over
the next 30 years. It integrates
TransLink’s strategies for investing
in system expansion, managing
travel demand, and coordinating
land use and transportation.
The RTS also commits TransLink
to advance performance-based
transportation solutions that best
serve the region and its citizens.
The 2013 RTS identifies the Transit
Service Guidelines as the tool used
to “develop and communicate
meaningful, manageable, and
measurable transit service
performance guidelines to clarify
the conditions under which different
levels of transit will be provided.”
5 TransLink Transit Service Guidelines
1.2 Using the Transit Service Guidelines
TransLink uses the Transit Service Guidelines to support decision-
making related to adding, adjusting, or eliminating transit
Managing the
service. Application of the guidelines and resulting changes to Transit Network
A Primer on Key Concepts
transit service planning and delivery are supported by the Transit
Service Performance Review, a regular monitoring program on
the performance of individual transit lines and services.
The TransLink publication Managing the Network Primer explains how
TransLink makes transit service decisions to respond to service requests
and evaluate potential new services. Changes may be considered to
improve performance on routes that do not meet minimum performance translink.ca
guidelines. These changes could include a variety of options, depending
REFERENCE: MANAGING THE
on the reason(s) for not meeting the guidelines, such as reconfiguring
NETWORK PRIMER
the route alignment to attract more passengers, adding more trips
or using a larger vehicle to alleviate overcrowding, considering TransLink regularly monitors the
how to provide an appropriate level of service on unproductive transit network to see how people
use the various services available
segments, or more closely matching service levels to demand.
to them. Based on what is seen,
adjustments are made to improve
both the efficiency and usefulness
of the network. This task is called
managing the transit network. It
involves overseeing the service
planning process and developing
policy guidelines and performance
indicators for transit service in the
interest of maximizing personal
mobility. This primer deals mostly
with the management of bus
services in the region, but many
of the concepts can be applied to
other forms of transit as well.
6 TransLink Transit Service Guidelines
Processes to Plan and Manage the Network
The Transit Service Guidelines are applied during TransLink’s regular transit service performance
reviews, transportation investment plans, and ongoing community-based area plans.
TRANSIT SERVICE TRANSPORTATION AREA PLANS
PERFORMANCE REVIEWS INVESTMENT PLANS
To help manage the transit Every three years (or more TransLink works with its municipal
network, TransLink regularly frequently, as needed), TransLink partners and consults with the
reviews and modifies its transit creates a 10-Year Investment public to develop geographically-
services to increase efficiency and Plan, which outlines the key focused, sub-regional, and
effectiveness. Each year, TransLink initiatives, capital investments, community-based area plans. They
analyzes all transit routes in the and transportation services to provide a blueprint for aligning the
system and publishes the Transit be delivered. The plan details local transit network with existing
Service Performance Review. This projected revenues and program and expected land use and travel
review helps identify trends and expenditures on transit services, patterns. They also guide future
opportunities for improvement by as well as on capital, operating, investment in, and changes to,
looking at the performance of the financing, and administration the regional transit network. To
transit system and its components. expenses for transit, roads, develop an area plan, the range
TransLink tracks several bridges, and cycling facilities of local issues, opportunities,
performance indicators, including across the region. The Transit needs, and constraints are
those contained in the Transit Service Guidelines play a role balanced against the regional
Service Guidelines. This analysis in shaping expenditures for transit network priorities
informs TransLink’s annual service future transit services. detailed in TransLink’s Regional
change process to improve service Transportation Strategy. Area
across the region and to match plans work toward achieving the
service levels with demand. performance objectives articulated
in the Transit Service Guidelines.7 TransLink Transit Service Guidelines 1.3 Understanding Service Types TransLink provides a range of transit service types designed to meet different purposes, markets, travel demand levels, and objectives. These service types are organized into seven categories: Rapid, All Day Frequent, Peak Frequent, Standard, Basic, Peak Only – Limited, and Special. All routes in TransLink’s network are categorized based on purpose, frequency, and hours of operation. Service types are defined independent of specifications for vehicle type (e.g., standard bus or articulated bus) and mode (e.g., bus, rail, or ferry). These characteristics are not defined because different vehicle types and transit modes could be used for different service types.
8 TransLink Transit Service Guidelines
Transit Service Typology
WHAT ARE “SPECIAL”
SERVICES?
SERVICE TYPE SERVICE CHARACTERISTICS
Special services are planned
Rapid 10 minutes or better frequency and designed to leverage
throughout the day, every day unique circumstances in the
Evening service provided region. The three types of
Exclusive, or predominantly exclusive, right-of-way like special services include:
a bus-only lane or rail corridor; could be rail or bus »» NightBus – basic overnight
service provided after regular
All Day Frequent 15 minutes or better frequency transit service has ended
throughout the day, every day »» SeaBus – passenger ferry
Evening service provided connecting Downtown
Vancouver (Waterfront
Peak Frequent 15 minutes or better frequency in peak period and/ Station) with the North Shore
or in peak direction; less frequent at other times (Lonsdale Quay Station)
»» West Coast Express – commuter
Standard 15 to 30 minutes’ frequency rail service operating between
throughout the day, every day Mission and Downtown Vancouver
Evening service provided
Basic 30 to 60 minutes’ frequency on weekdays;
may or may not operate throughout the
entire day or 7 days per week
Peak Only – Limited Service offered only in peak periods and only
on weekdays; service frequency may vary
Special Special services that perform unique purposes;
covers NightBus, SeaBus, and West Coast Express9 TransLink Transit Service Guidelines Frequent Transit Frequent transit means customers can expect reliable, convenient, easy-to-use services that are frequent enough to eliminate the need to refer to a schedule. Three key transit network elements provide frequent transit and, though they are not service types listed in the Transit Service Guidelines, the terms are used publicly to describe lines or corridors with frequent service. FREQUENT TRANSIT NETWORK SKYTRAIN B-LINE TransLink’s Frequent Transit The SkyTrain network provides TransLink’s B-Lines provide Network (FTN) is a network of fast, convenient service within limited-stop bus services that corridors where daily transit an exclusive right-of-way with run every 15 minutes or more service runs at least every 15 high levels of frequency and often, throughout the day, every minutes in both directions reliability throughout the day day of the week. To improve bus until 9:00 pm, every day. FTN and evening. SkyTrain services speed and reliability, streets service may be provided by one act as the backbone of the with B-Line service may include or more types of transit along transit network, connecting key enhanced service features, such the same corridor as long as destinations across the region. as transit priority and customer the combined services provide amenities. B-Line service branding 15-minute or better service. is currently being updated.
10 TransLink Transit Service Guidelines
2
Transit Service
Guidelines
2. Transit Service Guidelines
2.1 Overview
2.2 Layout and Organization
D Demand-oriented Service
D.1 Transit-supportive Land Use and Demand
U Useful Service
U.1 Passenger Load
U.2 Stop Spacing
U.3 Service Frequency
U.4 Span of Service
U.5 Punctuality and Regularity
U.6 Route Design
PE Productive and Efficient Service
PE.1 Boardings per Revenue Hour
PE.2 Capacity Utilization
PE.3 Passenger Turnover
PE.4 Cost per Boarded Passenger
The Transit Service Guidelines are intended to remain a
flexible tool to plan and manage the transit system. This
flexible approach—rather than a standards/policy-based
approach—aligns with best practices for service guidelines.
It also recognizes the role of the Regional Transportation
Strategy and future Investment Plans in establishing
priorities for transit resources. These guidelines are one
tool available to inform service planning decisions.11 TransLink Transit Service Guidelines
2.1 Overview
The Transit Service Guidelines are organized around three key themes:
OVERVIEW TO THE
Demand-oriented Service DESIGN GUIDELINES
The guidelines within each theme
TransLink coordinates with municipal and regional outline service performance, quality
partners to align the transit network with existing thresholds, and targets that strike a
and planned growth and development to ensure balance between being aspirational
services meet demand and grow ridership. and achievable. These guidelines
were developed based on transit
Guidelines under this theme help TransLink
performance in the region, and
provide access across the region, including are backed with best practices
connectivity to local and regional destinations, and in developing service guidelines
opportunities for added service in growing areas. from other major metro regions.
Guideline values are subject
Useful Service to periodic updates, as the
values are derived from actual
performance of routes within
To make transit a convenient, reliable, and
each of the service types which
comfortable choice for customers, the guidelines change from time to time.
under this theme help to deliver service with reliable
travel times, convenient points of connection,
and appropriate time spans and frequencies.
Focusing on the customer, TransLink’s services
should be useful to as many people as possible.
Productive and Efficient Service
To ensure delivery of productive and cost-effective
transit services to the region, guidelines under this
theme help TransLink balance agency and regional
goals related to equity, efficiency, and effectiveness.12 TransLink Transit Service Guidelines
2.2 Layout and Organization
Section Title: Section Introduction:
presents the theme provides an overview
title with colour- of the theme
coded label and important
considerations
20 TransLink Transit Service Guidelines 21 TransLink Transit Service Guidelines
U
U.1 Passenger Load
Useful What is it?
Service
Useful Service
Passenger load is a measure of how full a transit vehicle is,
on average, at its busiest point or peak on a route.
Why does it matter?
Passenger load helps TransLink determine how full or crowded our
TransLink strives to make its services useful for as many people as services become while in service. If a bus or train only ever has a low
possible. By making transit a reliable, convenient, and comfortable TIME PERIODS FOR passenger load, it could mean either there is too much service on a route REFERENCE: TRANSIT
choice, TransLink provides more options for its customers, alongside SERVICE PLANNING for current demand or a lower-capacity transit vehicle should be used. PASSENGER FACILITY DESIGN
GUIDELINES
high-quality transportation services to as many people as possible. Because service levels and demand If a bus or train has a high passenger load, it could mean there is
vary throughout the day, many Responsibility for delivering
Providing useful service relates to TransLink adapting services to meet not enough service or a higher capacity transit vehicle is needed. A effective transit facilities is often
guidelines have different targets and
the region’s travel and mobility needs in ways that maximize ridership, thresholds for different time periods: high passenger load can contribute to a negative riding experience, shared between local jurisdictions,
provide basic coverage, and/or support long-term ridership growth. While Peak Weekday: such as standing for an uncomfortable amount of time, struggling developers, and TransLink and its
many project partners. With so
the design of service will not be the same in every part of the region, 6:00 – 9:00 am and to get on or off the vehicle, or being passed up, which can lead
many potential players involved in
3:00 – 6:00 pm to customers being late or missing an important connection.
TransLink’s approach to providing service will be consistent. TransLink the delivery of transit passenger
Midday Weekday:
has a variety of policy, planning, and design guideline documents that environments, the Transit Passenger
9:00 am – 3:00 pm How is it measured? Facility Design Guidelines serve as
identify approaches to improving access to transit and accessibility,
Evenings (all days): a principal reference for ensuring
including the Transit-Oriented Communities Design Guidelines. 6:00 pm – 12:00 midnight Passenger load is measured using the peak load factor. The peak design consistency and excellence
Saturday: load factor is the ratio of average passengers carried versus the across all modes, projects, and
There are many elements of a transit trip—on the website or looking environments. The Guidelines
8:00 am – 6:00 pm
at a map, at the stop or station, on the bus or train—that impact capacity or space available on a vehicle, expressed as a percentage.
are intended for all parties
Sunday: A passenger load factor of 100% means the vehicle is at capacity.
a person’s perception and experience of the quality of service. 9:00 am – 6:00 pm
involved in the planning, design,
implementation, and operation
While it is important for TransLink to measure as many elements
The peak load factor is calculated by dividing the average of transit passenger facilities.
of the customer experience as possible, many of these factors fall
load on a transit vehicle at its busiest point by the number of
outside of the realm of service planning and decision-making.
spaces (seats plus standing space) provided on each trip.
Such passenger amenities as good lighting, covered bicycle
The capacity of TransLink’s various transit vehicles is provided in
parking, and real-time bus arrival information are addressed in 3.1 Vehicle Capacity Reference Table. These capacities account for a
TransLink’s Transit Passenger Facility Design Guidelines.
reasonable amount of space for both seated and standing passengers.
Context Sidebar: Reference Sidebar:
offers useful context identifies other
for the information supporting
provided in guidelines or
the section standards13 TransLink Transit Service Guidelines
Guideline Title: Guidelines:
identifies the provides the
guideline guideline
details for each
service type
24 TransLink Transit Service Guidelines 25 TransLink Transit Service Guidelines
Guideline: Stop Spacing
U.2 Stop Spacing
What is it?
Useful Service
Useful Service
Stop spacing is the distance between stops along a route. Rapid
Why does it matter? 800m–1500m average
Stop spacing has an impact on the speed and reliability of a service, as
well as on a customer’s ability to access a service. Too many stops make All Day
travel slow and transit less useful and convenient. Too few stops mean Frequent
less opportunity to access a service, even if it travels close by. The need
for fast and reliable transit service is balanced with providing convenient 300m–800m average
access to the system when considering where stops should be placed.
How is it measured? Peak Frequent
Stop spacing is measured by dividing the total distance of a
given route by the total number of stops on the route minus 1. 300m–800m average
This measure provides average stop spacing in metres.
While the average stop spacing on a line should fall between the
ranges provided in the guidelines, the actual distance between any Standard
two stops on a route can vary, depending on such factors as:
250m–400m average
» topography
» road design
» land use
Basic
» location of sidewalks
250m–400m average
Peak Only–
Limited
300m–800m average
Notes:
» B-Lines or routes operating on highways will have wider stop spacing.
» For areas where existing land uses will not generate passenger trips—e.g., agricultural, heavy industrial,
or low-density areas—exceptions to the stop spacing guidelines may be applied.
» Special: stop spacing for these services is provided on a case by case basis.
» Standard & Basic: stops in areas with high concentrations of seniors, people with disabilities, and
other special needs may be spaced closer together to facilitate easier access to transit.
Theme Tab: Description:
identifies the explains what
relevant theme is it, why
related to the it matters,
guideline and how it is
measured14 TransLink Transit Service Guidelines
D
Demand-oriented
Service
Transit and land use work hand-in-hand to support strong, sustainable
communities. The design of the transit network should meet different
levels of demand across the region to support an effective transit system
that benefits the most people. Though TransLink provides service Transit-Oriented Communities
Design Guidelines
Creating more livable places around transit in Metro Vancouver
throughout the region, different types of land use and neighbourhood
design support different levels of transit service. TransLink works
together with the region’s municipalities and other key partner
agencies towards the alignment of land use and transportation
investments, and to proactively address new opportunities to increase
demand, seek efficiencies, and align plans to meet shared goals.
TransLink’s Transit-Oriented Communities Design Guidelines provides
context for this theme. The 6 Ds—destinations, distance, design, REFERENCE: TRANSIT-ORIENTED
density, diversity, and demand management—are described in the COMMUNITIES DESIGN
GUIDELINES
guidelines as important to framing land use considerations.
Transit-oriented communities are
Guidelines in this section are not intended to be used as a formula places that, by their design, allow
for providing transit. Coordinating service with land use is, however, people to drive less and to walk,
an ongoing and evolving effort between TransLink and local partners. cycle, and take transit more. In
practice, this means they concentrate
The Vancouver metropolitan area is a diverse region, and local context
higher-density, mixed-use, human-
is an integral part of the decision-making process. The guidelines scale development around frequent
help to strike a balance between providing a basic level of service transit stops and stations. Transit-
across the region and providing faster and more frequent service in oriented communities also make
it possible to operate efficient,
areas where demand is higher. These guidelines are intended to be a
cost-effective transit service. The
resource in framing this discussion among TransLink, local government Transit-Oriented Communities
partners, other key partner agencies, developers, and the public Design Guidelines provide a more
about where different types of services may be most appropriate. detailed resource for municipalities
and other stakeholders involved
TransLink applies different guidelines for appropriate types of in community planning processes
across the region to further the
service, based on the characteristics of the areas within walking
development of more transit-oriented
distance of such service. These guidelines come into consideration communities in Metro Vancouver.
when providing new service or changing existing service.15 TransLink Transit Service Guidelines The 6 Ds of Transit-Oriented Community Design The Transit-Oriented Communities Design Guidelines are organized around the 6 Ds, characteristics that describe the land use and built environment elements that influence demand for transit. DESTINATIONS DISTANCE DESIGN Coordinate land use Create a well-connected Create places for people and transportation street network When land use and transportation A well-connected street network Transit-oriented communities are well coordinated, transit shortens travel distances, making it are carefully designed with the can provide fast, direct, and possible for people to quickly and needs of people in mind. Multi- cost-effective access to more conveniently connect with transit modal streets and great public destinations for more people. en route to their destination. spaces enable people of all ages Proximity to regional destinations and abilities to access and enjoy provides an anchor for routes, and a comfortable, safe, delightful, also influences transit ridership. and inviting public realm. DENSITY DIVERSITY DEMAND MANAGEMENT Concentrate and intensify Encourage a mix of uses Discourage unnecessary driving activities near frequent transit Transit-oriented communities A vibrant mix of land uses helps Transit-oriented communities concentrate most growth and to create complete, walkable use transportation demand development within a short neighbourhoods around transit management strategies, such walk of frequent transit stops stations and stops, and supports as parking management, and stations. A higher density a transit system that is well- to discourage unnecessary of homes, jobs, and other utilized throughout the day. driving and to promote walking, activities creates a market cycling, and transit. for transit, allowing frequent service to operate efficiently.
16 TransLink Transit Service Guidelines
Demand-oriented Service
D.1 Transit-supportive Land Use and Demand
What is it?
The 6 Ds describe land use and built environment elements
that influence demand for transit. Interactions among these six
characteristics help to estimate potential demand for transit.
Transit-supportive land use and demand guidelines indicate the
characteristics of adjoining land uses that will allow transit to be
productive and effective in meeting the needs of the community.
Land use characteristics help shape demand for transit, which in turn
shapes the level of service provided. No single land use characteristic,
or combination of characteristics, provides an accurate indicator of
how transit service will perform in a given land use setting; rather,
it is often the combination of all six indicators that determines
which particular service type is the best match for an area.
Passenger demand is the level of consumer demand for transit
services in a community or area. It can be thought of as the output of
these land use and built environment characteristics. Demographic
factors also shape passenger responses to varying levels of transit
service and must be accounted for in any decision process. These
distinctions explain why some routes with nearly identical land use
characteristics can have widely differing performance, and why a
simple formula cannot be applied to forecast ridership response to a
particular type of service for a given set of land use characteristics.
Why does it matter?
Land use guidelines provide one indication to assist TransLink in matching
the right service to the potential level of demand for transit service in a
given area. Different land use and built environment elements provide
one indicator of the potential demand for transit. Passenger demand
is a key outcome of these land use indicators, which drives many
decisions made by TransLink about where and what kinds of transit
service to provide. Once service is provided, changes in the level of
demand or ridership provide the impetus for a change in service type.17 TransLink Transit Service Guidelines
Demand-oriented Service
Land use characteristics alone will not always predict transit ridership
response to a given level of service. When considering deploying transit
service in new markets, additional factors are important in addition
to land use, such as route and network connectivity, other mobility
options, built environment characteristics, and demographics.
How is it measured?
There are many ways to measure and describe the 6 Ds. Some
are easy to measure (e.g., the density of people living in an area),
while others are more subjective and difficult to capture in a single
measure. These guidelines use definitions of the 6 Ds identified in
TransLink’s Transit Oriented Communities Design Guidelines:
Destinations. The number and type(s) of route anchors and major
destinations along a corridor. Major destinations include rapid
transit stations, post-secondary education institutions, regional
shopping malls, and regional and municipal town centres.
Distance. The number of intersections per hectare
within walking distance of a transit corridor.
Design. How people-friendly urban design is, such as
sidewalks on both sides of the street, buildings oriented
toward the street, and parking tucked behind buildings.
Density. The number of people and jobs per hectare
within walking distance of a transit corridor.
Diversity. The mix and variation of land uses along a corridor, such
as the mix of residential, employment, and/or retail land uses.
Demand Management. The number and types of demand
management programs in place along a given route,
such as paid parking and parking availability.18 TransLink Transit Service Guidelines
Demand-oriented Service
Passenger demand is a key outcome of the 6 Ds. For this
guideline, the potential for passenger demand is measured WHAT INFLUENCES
by weekday boardings, which are indexed by service revenue TRANSIT RIDERSHIP?
hour. Passenger demand is also used as an efficiency The 6 Ds are one influence on how
guideline (see PE.1 Boardings Per Revenue Hour). effective a service might be in
meeting regional objectives. Equally
Because the 6 Ds are indicators of demand, the service as influential is the demographic
types also relate to the level of demand experienced along make-up of potential riders. Transit
ridership is influenced by such
a corridor. Land use characteristics and transit service
demographic characteristics as
characteristics build off of each other. A high-frequency age, income level, employment
service is unlikely to produce significant ridership in an area type and level, auto-ownership,
with characteristics that are not transit-supportive. household size, housing
tenure, and cultural identity.
If both service and land use characteristics are in Similar to the physical
characteristics of an area, no one
harmony, the ridership and productivity will likely
or two combinations of these
follow from the appropriate level of service. factors is an absolute indicator
of a successful transit service.
But, taken together, physical and
demographic characteristics can
explain why transit ridership is
more responsive to a given service
type in one area over another.19 TransLink Transit Service Guidelines
Guideline: Transit-Supportive Land Use
MIN AVG
PASSENGER
DEMAND/
Demand-oriented Service
SERVICE REVENUE
TYPE DESTINATIONS DISTANCE DESIGN DENSITY DIVERSITY DEMAND MGMT HOUR
Rapid Rapid transit investments have been, and will continue to be, the result of specialized
studies focused primarily on high-performing All Day Frequent routes. Investment decisions
on these corridors will be reached regionally on a corridor-by-corridor basis.
All Day High number 0.6–0.9 Generally 40–100 people High level of Moderate to 50–60*
Frequent of anchors intersections/ operates in and jobs/hectare land use mix, high parking
along corridor, hectare highly walkable (median) high levels of cost with low
connection with and bikeable retail activity to moderate
Rapid stops and environments supply
stations are key
Peak High number 0.3–0.9 Moderately 35–80 people Medium-high Low to 35–40*
Frequent of anchors intersections/ walkable and job/hectare level of land moderate
along corridor, hectare and bikeable (median) use mix along parking cost
connection with environments corridors, often with moderate
Rapid stops and dominated supply
stations are key by high
employment
not related
to retail
Standard Medium number 0.5–0.9 Generally 30–70 people Medium level Low to no 27–32*
of anchors intersections/ operates in and jobs/hectare of land use mix parking cost,
along corridor hectare moderately (median) along corridor; with moderate
walkable often has a to high supply
and bikeable dominant land
environments use form, such
as housing
or office/
industrial type
employment
Basic Low number 0.2–0.7 Generally 30–60 people Lower level No parking 15–20*
of anchors intersections/ operates in and jobs/hectare of land use cost, with
along corridor hectare moderate- (median) diversity along high supply
low walkable corridor, often
and bikeable
environments
Peak Only This specialized service type is directed to assist in accommodating peak loads in particular locations. It
– Limited generally supplements regular service, based more on exhibited passenger demand than on surrounding
land use characteristics. As such, no land use criteria have been established for this service type.
Special NightBus, SeaBus and West Coast Express are specialized services that have unique characteristics and
transit planning contexts; therefore, no land use criteria have been established for this service type.
*Weekday boardings per service revenue hour in peak and midday periods.20 TransLink Transit Service Guidelines
U
Useful
Service
TransLink strives to make its services useful for as many people as
possible. By making transit a reliable, convenient, and comfortable TIME PERIODS FOR
choice, TransLink provides more options for its customers, alongside SERVICE PLANNING
high-quality transportation services to as many people as possible. Because service levels and demand
vary throughout the day, many
Providing useful service relates to TransLink adapting services to meet guidelines have different targets and
the region’s travel and mobility needs in ways that maximize ridership, thresholds for different time periods:
provide basic coverage, and/or support long-term ridership growth. While Peak Weekday:
the design of service will not be the same in every part of the region, 6:00 – 9:00 am and
3:00 – 6:00 pm
TransLink’s approach to providing service will be consistent. TransLink
Midday Weekday:
has a variety of policy, planning, and design guideline documents that
9:00 am – 3:00 pm
identify approaches to improving access to transit and accessibility,
Evenings (all days):
including the Transit-Oriented Communities Design Guidelines. 6:00 pm – 12:00 midnight
Saturday:
There are many elements of a transit trip—on the website or looking
8:00 am – 6:00 pm
at a map, at the stop or station, on the bus or train—that impact
Sunday/Holiday:
a person’s perception and experience of the quality of service. 9:00 am – 6:00 pm
While it is important for TransLink to measure as many elements
of the customer experience as possible, many of these factors fall
outside of the realm of service planning and decision-making.
Such passenger amenities as good lighting, covered bicycle
parking, and real-time bus arrival information are addressed in
TransLink’s Transit Passenger Facility Design Guidelines.21 TransLink Transit Service Guidelines
U.1 Passenger Load
What is it?
Useful Service
Passenger load is a measure of how full a transit vehicle is,
on average, at its busiest point or peak on a route.
Why does it matter?
Passenger load helps TransLink determine how full or crowded our
services become while in service. If a bus or train only ever has a low
passenger load, it could mean either there is too much service on a route REFERENCE: TRANSIT
for current demand or a lower-capacity transit vehicle should be used. PASSENGER FACILITY DESIGN
GUIDELINES
If a bus or train has a high passenger load, it could mean there is
Responsibility for delivering
not enough service or a higher capacity transit vehicle is needed. A effective transit facilities is often
high passenger load can contribute to a negative riding experience, shared between local jurisdictions,
such as standing for an uncomfortable amount of time, struggling developers, and TransLink and its
many project partners. With so
to get on or off the vehicle, or being passed up, which can lead
many potential players involved in
to customers being late or missing an important connection. the delivery of transit passenger
environments, the Transit Passenger
How is it measured? Facility Design Guidelines serve as
a principal reference for ensuring
Passenger load is measured using the peak load factor. The peak design consistency and excellence
load factor is the ratio of average passengers carried versus the across all modes, projects, and
environments. The Guidelines
capacity or space available on a vehicle, expressed as a percentage.
are intended for all parties
A passenger load factor of 100% means the vehicle is at capacity. involved in the planning, design,
implementation, and operation
The peak load factor is calculated by dividing the average of transit passenger facilities.
load on a transit vehicle at its busiest point by the number of
spaces (seats plus standing space) provided on each trip.
The capacity of TransLink’s various transit vehicles is provided in
3.1 Vehicle Capacity Reference Table. These capacities account for a
reasonable amount of space for both seated and standing passengers.22 TransLink Transit Service Guidelines
Passenger load is a key indicator of a passenger’s level of comfort.
Passengers who have a choice between sitting or standing or, if
required to stand, have enough space to move freely through the
Useful Service
vehicle and will feel more comfortable during their journey.
Definition of Load Factors for Passenger Comfort
LOAD FACTOR
(% OF CAPACITY
UTILIZED) RAPID SERVICE TYPE ALL OTHER SERVICE TYPES
»» All seats are full and all standing space is occupied.
»» The vehicle is overcrowded, and accessing the doors may be difficult for many passengers.
100% or higher »» Standing passengers will need to step off the bus to let others exit.
»» Pass-ups are likely at some stops. SERVICE
»» All seats are full and most standing space is occupied.
»» The vehicle is crowded, and accessing the doors may be difficult for some passengers.
84% to 99% »» Standing passengers will need to shift position as other passengers board/exit.
»» All seats are occupied, and half of »» All seats are occupied, and several
the passengers are standing. passengers are standing.
»» Some passengers will have »» Some passengers may have to move around
67% to 83% to move around for others to for others to board or exit the bus.
board or exit the train.
»» All seats are occupied, and about one- »» Most seats are occupied, and a few
third of all passengers are standing. passengers are standing.
51% to 66% »» Boarding or exiting the train »» Boarding or exiting the bus occurs without difficulty.
occurs without difficulty.
»» All seats are occupied, and about one- »» Most seats are occupied, and people need to
quarter of all passengers are standing. sit next to each other if they want a seat.
34% to 50% »» Boarding or exiting the train »» Passengers standing are doing so
occurs without difficulty. by choice, not necessity.
»» Seats may be available for some »» Half of the seats (or less) are occupied,
boarding passengers. and no passengers are standing.
»» A few passengers will choose to stand. »» Few passengers need to sit next to someone.
0% to 33%
»» Passengers have some freedom in where they can sit.
Note: The load factor range may change as the number of seats on a
vehicle changes. Descriptions of load factors for passenger comfort are
adapted from the Transit Capacity and Quality of Service Manual.23 TransLink Transit Service Guidelines
Acceptable average peak load factors vary by service type and
time of day. Most customers expect transit to be busier (with
fewer seats available) during peak commute periods, and
Useful Service
acceptable load factors are set higher during these periods.
Guideline: Maximum Acceptable Average Passenger Load Factor
SERVICE TYPE PEAK WEEKDAY MIDDAY, SATURDAY, SUNDAY EVENING Load factor
Rapid No more than No more than 100% or
higher
15% of trips. No more than 5% of trips.
No more than 25% of trips. No more than
84% to 99%
50% of trips. 25% of trips.
67% to 83%
All Day Frequent* No more than No more than
10% of trips. No more than 5% of trips.
51% to 66%
No more than 15% of trips. No more than
50% of trips. 25% of trips.
Peak Frequent No more than No more than *For services
10% of trips. No more than 5% of trips. operated with
No more than 15% of trips. No more than vehicles designed
50% of trips. 25% of trips. for highway
operation, the load
Standard No more than No more than No more than factor guideline
10% of trips. 5% of trips. 5% of trips. remains the same
No more than No more than No more than as the load factor
50% of trips. 25% of trips. 10% of trips. guideline for the
service type;
Basic No more than No more than No more than these vehicles are
10% of trips. 5% of trips. 5% of trips. designed to have
No more than No more than No more than a higher seated
50% of trips. 25% of trips. 10% of trips. capacity and lower
standing capacity.
Peak Only – No more than No more than
Limited 10% of trips. No more than 5% of trips.
No more than 15% of trips. No more than
50% of trips. 25% of trips.
Special NightBus In recognition of the different type of service that NightBus provides, TransLink has different
expectations for crowding on NightBus which are addressed through a separate strategy.
SeaBus SeaBus, by regulation, has a fixed capacity that cannot be exceeded, and
measures of its usability will vary from other service types.
West Coast West Coast Express does not conform to load factor guidelines,
Express but rather responds to passenger capacity levels.24 TransLink Transit Service Guidelines
U.2 Stop Spacing
What is it?
Useful Service
Stop spacing is the distance between stops along a route.
Why does it matter?
Stop spacing has an impact on the speed and reliability of a service, as
well as on a customer’s ability to access a service. Too many stops make
travel slow and transit less useful and convenient. Too few stops mean
less opportunity to access a service, even if it travels close by. The need
for fast and reliable transit service is balanced with providing convenient
access to the system when considering where stops should be placed.
How is it measured?
Stop spacing is measured by dividing the total distance of a
given route by the total number of stops on the route minus 1.
This measure provides average stop spacing in metres.
While the average stop spacing on a line should fall between the
ranges provided in the guidelines, the actual distance between any
two stops on a route can vary, depending on such factors as:
»» topography
»» road design
»» land use
»» location of sidewalks25 TransLink Transit Service Guidelines
Guideline: Stop Spacing
Useful Service
Rapid
800m–1500m average
All Day
Frequent
300m–800m average
Peak Frequent
300m–800m average
Standard
250m–400m average
Basic
250m–400m average
Peak Only–
Limited
300m–800m average
Notes:
»» B-Lines or routes operating on highways will have wider stop spacing.
»» For areas where existing land uses will not generate passenger trips—e.g., agricultural, heavy industrial,
or low-density areas—exceptions to the stop spacing guidelines may be applied.
»» Special: stop spacing for these services is provided on a case by case basis.
»» Standard & Basic: stops in areas with high concentrations of seniors, people with disabilities, and
other special needs may be spaced closer together to facilitate easier access to transit.26 TransLink Transit Service Guidelines
U.3 Service Frequency
What is it?
Useful Service
Service frequency is how often a transit vehicle picks up
passengers at a stop; for example, a bus might arrive every
10 minutes during peak commute periods, while a West
Coast Express train might arrive every 30 minutes.
Why does it matter?
The higher the frequency and the more attractive and useful the service,
the less coordination is required to time connections between routes.
TransLink balances needs for frequency across the network and allocates
resources to provide the most efficient service to the most riders.
How is it measured?
Service frequency is measured by how often, on average, a trip
occurs on a given transit line. Guidelines include minimum and
target frequencies that vary depending on type of service, time of
day (e.g., peak, midday, evening, night), and direction of travel.
Overview of Service Frequency
Minutes past
the hour
00:15 00:30 00:45 00:60
10 min service
15 min service
30 min service
60 min service27 TransLink Transit Service Guidelines
Guideline: Service Frequency
SERVICE TYPE PEAK WEEKDAY MIDDAY WEEKDAY EVENING WEEKEND/HOLIDAY
Useful Service
Rapid Every 10 minutes Every 10 minutes Every 15 minutes Every 10 minutes
or better in both or better in both or better in both or better in both
directions. directions. directions. directions.
All Day Every 15 minutes Every 15 minutes Every 15 minutes Every 15 minutes
Frequent or better in both or better in both or better in both or better in both
directions. directions. directions, dropping directions.
to every 30 minutes or
better in late evening.
Peak Frequent Every 15 minutes
or better in peak
direction. Every 30 Service frequency during other time periods will vary.
minutes or better in
non-peak direction.
Standard Every 15 to 30 minutes Every 15 to 30 minutes Every 15 to 30 minutes Every 15 to 30 minutes
in both directions. in both directions. in both directions, in both directions.
dropping to every 60
minutes or better in
late evening.
Basic* Every 30 to 60 minutes Every 30 to 60 minutes Every 30 to 60 minutes Every 30 to 60 minutes
in both directions. in both directions in both directions in both directions
(if provided). (if provided). (if provided).
Peak Only – Limited Every 15 to 30 minutes No service provided. No service provided. No service provided.
in the peak direction.
NightBus Every 15 to 60 minutes during late night period only, depending on demand.
Every 15 minutes Every 15 minutes in Every 15 to 30 minutes Every 15 to 30 minutes
SeaBus or better in both both directions. in both directions. in both directions.
Special directions.
West Every 30 minutes. No service provided. No service provided. No service provided.
Coast
Express
*Basic services are tailored based on community needs; they
may not offer service for all day or time periods.28 TransLink Transit Service Guidelines
U.4 Span of Service
KEY CONSIDERATIONS
What is it? Span of service decisions consider
Useful Service
several factors, including:
Span of service is the hours of operation for a specific transit service, »» performance of the earliest
from the time of departure of the first trip of the day at the first stop, and latest trips on the route
to the time of arrival of the last trip of the day at the last stop. »» demographic or land use changes
to an area served by the route
Some services run only during weekday commute times, some services »» service to connecting rapid
transit stations to meet
operate all day, and others run all day and late into the night.
the first or last train
Why does it matter?
Span of service, like frequency, is influenced by demand and travel
patterns along a route. The more passenger demand is spread out over
an entire day and into the evening, the longer the span of service.
How is it measured?
Span of service is measured as the minimum time period service
is provided. Minimum span of service guidelines define the
earliest and latest times different types of service should operate.
Higher ridership services will have longer spans of service, and
lower ridership services will have shorter spans of service.
Span of service guidelines vary depending on service type, current travel
patterns—as indicated by ridership levels during different times of day—and
expected travel demand patterns, such as service to new employment centres.
Minimum Span of Service for all services types
Peak Midday Peak Evening WEEKDAY Late night
6am 8am 10am 12am 2pm 4pm 6pm 8pm 10pm 12am 2am 4am 6am
Weekday
Saturday
Sunday
Note: West Coast Express service is a specialized commuter service All services Some services NightBus
and does not conform to these Span of Service coverage periods.29 TransLink Transit Service Guidelines
Guideline: Span of Service
SERVICE TYPE WEEKDAY SATURDAY SUNDAY/HOLIDAY
Useful Service
Rapid 5:00 am to 1:00 am 6:00 am to 1:00 am 7:00 am to 1:00 am
All Day Frequent 5:00 am to midnight 6:00 am to midnight 7:00 am to midnight
Peak Frequent 5:00 am to midnight 6:00 am to midnight, 7:00 am to midnight,
if provided if provided
Standard 6:00 am to 9:00 pm 7:00 am to 9:00 pm 8:00 am to 9:00 pm
Basic* 6:00 am to 8:00 pm 8:00 am to 8:00 pm 9:00 am to 8:00 pm
Peak Only – Limited 6:00 am to 9:00 am and/ No service provided No service provided
or 3:00 pm to 6:00 pm
Span may vary greatly between 11:00 pm and 8:00 am depending
NightBus
on route and day, but core hours are 1:00 am to 5:00 am
SeaBus 6:00 am to 1:00 am 6:00 am to 1:00 am 8:00 am to 11:00 pm
Special
Westbound: 5:00 am No service provided No service provided;
West
to 9:00 am holiday service varies
Coast
Eastbound: 3:00 pm
Express
to 8:00 pm
*Basic services are tailored based on community needs; they
may not offer service for all day or time periods.30 TransLink Transit Service Guidelines
U.5 Punctuality and Regularity
CONNECTIONS BETWEEN
SERVICES
What is it?
Useful Service
TransLink plans for timed-transfers
Punctuality means the transit service will arrive and leave between low frequency services
on schedule and is also referred to as on-time performance (basic and standard types) and other
low frequency or special service
or schedule adherence. Regularity refers to a consistent
types. Timed connections between
time between transit vehicles along the same route. low frequency services should
continue to be established, when
Punctuality and regularity are factors of reliability. Reliable services appropriate, at transit exchanges,
arrive on time, or close to it, every day or arrive within consistent bus loops, rapid transit stations,
and other key locations to allow
headways between vehicles (e.g. every 15 minutes). Reliability is
safe and convenient transfers.
one of the most important qualities of great transit service. Un-timed transfers/connections
are expected for trips on, or
Why does it matter? between, more frequent services.
Inconsistent services that arrive late or depart early result in unreliable
service and longer, inconsistent wait times for passengers. Unreliable
service can also lead to overcrowded buses followed closely by near-
empty ones—called “bus bunching.” As buses get delayed, there will
be more passengers than normal waiting at the next stop. The extra
boarding time will make the bus even later, and the delays greater.
Many factors can delay transit and impact punctuality
and regularity, such as traffic, construction, collisions,
detours, volume of passengers, and weather.
As service becomes more frequent there is a reduced
dependence on the punctuality of any single transit vehicle. In
these instances, a consistent headway, or regularity, between
vehicles is an important factor in measuring reliability.31 TransLink Transit Service Guidelines
How is it measured?
Punctuality is measured by comparing the number of on-time trips
Useful Service
leaving at timing points along a route to the total number of trips
for the route.1 A trip is considered on time if it leaves a timing
point between one minute earlier and three minutes later than the
scheduled time (this definition is adopted from the International
Bus Benchmarking Group, which provides industry standards).
Punctuality is largely driven by location or corridor served (not
service type), which can be impacted by unavoidable factors
such as traffic, construction, congestion, weather, and other road
events; therefore, guidelines for punctuality of services sharing
rights-of-way with automobiles are set well below 100%.
Guideline: Punctuality
Departure at timing points
Early On time Late
Scheduled departure
0 mins
-5 mins -3 mins -1 mins +1 mins +3 mins +5 mins
All Day Frequent 65%
Peak Frequent 70%
Standard 75%
Basic 75%
Peak Only – Limited 70%
NightBus 75%
Special SeaBus 98%
West Coast Express 98%
Note: SeaBus trips must also arrive no more than 3 min late; West Coast Express
trips must arrive at the terminus station no more than 5 mins late.
1
In this document, punctuality is measured using departure times, but we recognize that
there are other ways to measure this criteria, including using arrival times.32 TransLink Transit Service Guidelines
Regularity is measured by determining whether a consistent headway
(i.e., the number of minutes between transit vehicles) is maintained.2 TRAVEL TIME
COMPETITIVENESS
This measure is used only for high-frequency services, when transit
Useful Service
Travel time is the amount of time
vehicles are scheduled along a route to run a consistent number a customer spends completing a
of minutes apart, such as service every 15 minutes or better. journey, from start point to end
point. Transit services competitive
with single-occupant vehicle
(SOV) travel times are attractive
Guideline: Regularity to customers and can encourage
transit use. Significantly slower
transit trips than the SOV alternative
SERVICE TYPE SERVICE CHARACTERISTICS are less attractive to customers
and, without other demand
Rapid Vehicle will arrive within 3 minutes of the management factors such as priced
scheduled headway, 95% of the time. parking, can discourage people
from using transit, especially
All Day Frequent Service will operate at no more than 120% of those with other travel options.
scheduled headway (gapping), 80% of the time. Many factors play into how
Service will operate at no less than 25% of competitive a transit service is, and
headway (bunching), 95% of the time. these factors must be balanced with
customer access to destinations.
As development occurs in busy
areas, travel time competitiveness
can be maintained by, among
other measures, providing transit
service priority and reducing
or combining bus stops.
2
In this document, regularity is measured by evaluating headway consistency. This measures the same data
and characteristics as excess wait time, another tool for evaluating regularity.You can also read
